Railway-traffic controlling apparatus



Jan. 20, 1931. H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Dec. 20, 1923 2 Sheets-Sheet l INVEN TOR I 7 a; am W W H. A WALLACE Jan. 20, 1931.

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Dec.

20, 1925 2 Sheets- Sheet 2 v INVENTOR I H, Q, 016%,

3 S KR Patented Jan. 20, 1931 1 UNITED Serra ATEN Q FlCE -HVERBEBT A. WALLACE, or nnenwoon nononer, PENNSYLVANIA, essrenon To THE UNIoN SWITCH a SIGNAL CUMPANLZ, or SWISSVALE, PENNSYLVANIA, aconronanon of PENNSYLVANIA RAILWAY-TRAFEIC-CONTROLLING APPARATUS invention relates to railway trafiic controlling apparatus.

Iwill describe one form and. arrangement of apparatus embodying my invention, and

will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a diagrammatic view. showing one form of trackway apparatus embodying my inven tion. Fig. 2 is a diagrammaticview showing one form of governing means suitable for co-operation with the trackway apparatus shown in 1 and also embodying my invention.

Similar reference characters referito similar parts in each of the views. 7

Referring first to Fig. 1, the reference characters 1 and 1" designate the track rails of a railway over which traffic normally moves in the direction indicated by the arrow.

The stretch of track here shown comprises a track section A-B which section is separated from the rest of thestretch by means of insulated joints 2. Track circuit current is at times supplied to section AB by a track transformer designated by the reference character '1 and having its secondary 3 connected across the rails adjacent the exit end of the section.

The supply of energy to the primary 4 of transformer T is controlled by a coding device or code impulse transmitting device D and a selector devlce C. The coding device may be of any suitable form and as here shown comprises aconstant speed motor device 17 such as a synchronous motor. This motor is constantly supplied with alternating current from the secondary 5 of a line transformer E. The primary 6 of this transformer E is constantly supplied with alternating currentffrom a suitable source, such as an alternator Gr, over linewires 7and 7 A plurality of code wheels 8, 9, 10, etc., are mechanically and electrically connected together by means of a shaft 115, and this shaft is rotated by motor 1'? thus causing the wheels also to turn. Referring particularly'to code wheel. 8, this wheel is provided,

at its circumference, with a plurality of outstanding contact teeth 16 disposed'at inter-' cessively the contacts 16 on wheel 8.

vals around the edge of the wheel. A fixed contact member8 is so disposed with respect to wheel 8 thatjas the wheelis rotated by motor 17 the fixed contact 8 engages suc- The remaining code wheels9, 10, 11, 12, 13 and 1e are each provided with fixed contacts 9, 10, 11 12 13 and la respectively, and

carry outstanding contacts 16 'arran'gedto engage the associated fixed contact in" the manner just described in connection with wheel For purposes of clearness the contacts 16 have been much enlargedin the drawing and it is understood thatin practice the time dur ng wh ch the fixed contact engages a slngle contact 16 of the associated code wheel would be very brief.

The selector C comprises a movable con tact arn'r15 arranged to selectively engage a plurality' of fixed contact members, one for each code' wheeli- For example,contact 8 is connected with fixed contact 8 of code wheel '8, contact 9. isl connected with fixed contact 9 of code wheel'g, and soon, as will be apparent from the drawingf ble contact arm 15 of sele'ctorC may be operated in any desired manner as by traffic-conditions in advance, or means controlled from a distant point? 5 'As' shown in the drawing, arm15 of selector C engages contact 14", and a circuit is closed which passes from the secondary 5 of line transformerE, through wire 18, shaft 115, codewheel 14, fixed contact 14, wire 19, Contact ES -15 of selector C, wire 20, primary 1' of track trans'formerjT, and wire 21' back-to transformer E. When arm 15 of tion on the differentw heels to give different jqde jer] exa ple t e, sense 16 n "The mova Ji l) wheel 8 are arranged at regular intervals around the circumference of the wheel. When contact 15-8 of selector C is closed, therefore, section A-B is supplied with energy in the form of successive groups of alternating current impulses, each group being separated from the preceding group by a regular time interval of, for example, one second. Under this condition section A-B is supplied with what I shall term code 8. When contact 15-9 of selector C is closed, code wheel 9 is included in the circuit for transformer T and section A-B is then suppl'ed with what I shall term code 9. This code as shown consists of groups of impulses, each group separated from the preceding group by alternate time intervals of one second and two seconds. In a similar manner code wheel 10 gives a code 10, characterized by alternate intervals of one second and three seconds, code 11 given by code w ieel 11 consists of regular intervals of two seconds between successive groups of impulses, code 12 given by code wheel 12 "consists of groups of impulses separated by alternate time intervals of two seconds and three seconds, code 13. given by code wheel 13 consists of regular time intervals of three seconds between consecutive groups of impulses, and code 14: given by code wheel 14 consists of time intervals of one second,two seconds and three seconds, following each other in order between successive groups of impulses. In each case it should be noted that the length of time dur ing which energy is supplied continuously to the section is relatively brief and substantially the same for all codes, the differentiation between the different codes being obtained by the different time intervals between such periods of energization.

Referring now to Fig. 2, in the form here shown the apparatus for governing traffic in response to the code supplied to the trackway is carried on a vehicle. Mounted transversely with respect to the rails 1 and 1*, at some convenient point on the vehicle, as in front of the forward axle 22 of the vehicle as shown diagrammatically in Fig. 1, are two magnetizable cores H and H. Core H is provided with a winding 23 and core H is provided with a similar winding 23*. The two windings, comprising what I shall term the track coil, are so connected that the voltages induced in the windings by currents flowing in the opposite directions in the two track rails at a given instant are additive. The terminals 0 and (Z of the track coil are connected, through suitable amplifying apparatus 24: and a rectifier 25, with the winding of a relay K, which for purposes of simplicity I will term the main relay. The rectifier 25 may be of any suitable form and serves to change the periodic currents induced in the track coil and amplified by apparatus 24 into substantially uni-directional current which is supplied to relay K. The main relay K is responsive to uni-directional current to control certain contacts as will appear hereinafter.

Associated with relay K is a selector which in the form shown herein is a time measuring device designated by the reference character X. This device may be of any suitable form and as here shown comprises a. motor element 26 and a. movable contact finger 27 operated thereby. The parts are so proportioned that when motor element 26 is continuously energized for a period of approximately three seconds, contact 27-28 is closed, when motor element 26 is continuously energized for approximately two seconds contact 27-29 is closed, when motor element 26 is continuously energized for approximately one second, contact 27-30 is closed, :2 l when motor element 26 is deenergized, contact finger 27 after a very brief interval movesto its lower position in which contacts 27-28, 27-29, and 27-30 are all open. hen motor element 26 is continuously energized for a period of time greater than three seconds contact finger 27 moves to an extreme upper position and contacts 27-30, 27-29, and 27-28 are all open. This motor element 26 is provided with a circuit whichpasses from a suitable source of energy, such as battery L, through wire 34, back cont-act 33 of main relay K, wire 32, winding of motor element 26 of time measuring device X, and'wire 31 back to battery L. It is clear that this circuit is closed, and hence that motor element 26 is energized, only when main relay K is de-energized.

Three slow releasing relays, designated by the reference characters N, O and P, respectively, are controlled by time measuring device K and main relay K as follows: In addition to contact 33, main relay K also operates a move is contact finger 35 which is arranged to engage with two lined contacts 36 and 37 in such manner that when relay K is energized finger 35 engages contact 36 only, when relay K is deenergized finger 35 engages contact 37 only; but for a brief interval during each movement of finger 35 from its upper to its lower position, or vice versa,-finger 35 engages both contacts 36 and 37 simultaneously.

In explaining the operation of the slow releasing relays N, O and P, I will assume that the section 13-13 of Fig. 1 is being supplied with code 8, that is, with successive groups of impulses separated by time intervals of one second, and that a vehicle V equipped with apparatus similar to that shown in Fig. 2 occupies the section. It is plain that when a group of impulses is being supplied to the traclrway, an alternating voltage will be induced in the pick-up coil com prising windings 23 and 23. The energy so induced in the pick-up coil is amplified and gized du ing the interval between successive groups of impulses, motor element 26 is energized, and since this interval is of substantia ly one second duration, contact 27-30 becomes closed. ll hen relay K is again energized, contact 36-35-37 of relay K closes for an instant before contact 27-30 of device X opens and current is momentarily delivered to relay Never a circuit which passes from battery L'through wires 3 l 'and 38, contact 3635-3T of relay K, wire 39, contact 27-30 of device X, wire 44, winding of slow releasing relay N, and wires 40 and 81, bacl; to battery ll. This current causes relay ll to become energized and, due to its slow releasing characteristics an interval of time elapses before the relay again opens its front contacts. The parts are so designed and proportioned that this time interval is slightly greater than the maximum time between impulses delivered to thesame relay. lVith the apparatus here shown the maximum time between successive impulses toany one relay is six seconds. lt will thus be clear that as long as thevehicle occupies a stretch oftracl:

to vnch code 8 is being supplied, the fro L contacts of relay N will be continuously closed and hence the relay can be said to be continuously energized;

Similarly it the section occupied by the train supplied with code ill, relay K- will be briefly energized at, regular intervals of two seconds. The operation of device X is the same as in the case 01 code 8 except that the longer intervals of de-energization of relay K allow device X to close contact 27 29 and therefore each time relay K is energized a surge of current is delivered to relay 0 over a circuit which passes from battery Lthrough wires 34: and 38, contact 37-35-36 of relay It, wire 39, contact ill-29 of device X,wire

ll, winding of relay O and wires 40 and 31 back to battery L. Each such surge of energy energizes relay C which thus maintains 1 its front contacts closed as explained in connection with relay N, long'as the section'is supplied with code 11.

If the section is supplied with code 13, relay P is energized at intervals of three seconds over a circuit which passes from bat tery L, through wires 3st and 38, contact 36 3537 of relay K, wire 39. contact 21 -128 of device X, wire 42, winding of relay l and wires l0 and 31 back co-battery L. As er: plained in connection wit relay N, relay 1 due to its slow releasing 5111'6 maintains its front contacts closed during the time interm between successive energizations.

'gised It will be clear from the foregoing that if code 9 is suppliedto the section, relay K is tie-energized for alternate periods of one and two seconds and thatrelays N and O are therefore alternately energized. These relays are, therefore, both held in the eneri long as this code is suprraclr. Similarly, when code 10 the track, relays N and P are plied to th 1s supplie both energized, when code 12 is supplied to the traclr, relays U and P are both energized,

and when code 14: is supplied to the section all threerelays N, O and P are constantly held in the energized position.

It should be pointed out that the time in tervals of one second, two seconds and three seconds have been used only for purposesof explanation, and that any other suitable time intervals could be used equally well. The vehicle carried apparatus must, of course, be proportion to the time i to vals chosen for the codes, supplied to the tract: section. If time intervals are so chosen that slow acting relays El, 0 and P the usual copper sleeve type do not have siuhciently lo releasing periods, some suitable form mechanical or pneumatic slow releasing device or run-down device id designed so as to respond may be interposed between the winding of I may be used to control governing means on he vehicle in any desired manner. As show in the dra ing these relays control the bra on the vehicle through the medium of a magnet valveM adapted to apply the brakes when (lo-energized, and a speed governing device B. In the form here shown the speed governing device R comprises a centrifuge S operated in accordance with the speed of the vehicle. This centrifuge comprise a rotating shaft ll) to which a collar 50 is rigidly fastened. A second collar l8 is free on shaft 45 Two weights L6 are secured to collars l8 and 50 by means of linkwo-rk. l l hen chanically with collar 48. As the speed of 4- l I a. l 7 4- l a 7 A, n the vehicle increases, the l'lgll'o nano end or lever 49 therefore moves upward.

A plurality of fixed contact sectors are arranged to cooperate with lever -19, and these sectors are so arranged as to control certs hereinafter named circui acc nce wi ed of the vehicle. For isample, the lines radiating from point in the lrawingiiziay represent various :53O" lOlli of ever 49 according to various 1:- c s of the ehicle, the vehicle speed correspoi ding to i l being indicated in miles per 7 its here shown, when the speed c t 7 vehicle is in excess of 90 miles per hour, lev t e1 'e any of the contact se speed is 99 niles per hour q" g,9 i' i "l g: +l

,c U1 is closed, mica the miles per hour or ice contact closed, when the spe the vemiles per hour less contact is c os d an so on. it will be noticed that when the vehicle is at rest l9 will occupy its 1 all the s n 1 1g supplied nt n. u 11.0. 1 ah energized,

from batteiy contu e951 01 valve M, and wire l s evident that it the spe 9 miles per hour this on at contac i9 F651. de-energization of magne cause a brake application. The circuit just traced is provided with a branch which passes from wire 63 through an indicator such as an electric lamp 66, and wire 43 to wire 31. It follows that long as code ll is supplied to the vehicle, lamp 66 is lighted, thus intorming the operator of the vehicle of the speed limitation under which he is running.

If the vehicle is being supplied with code 12, relays G and P are energized and relay N is tie-energized. Under these conditions a circuit passes from battery L, through wires 3%, 6'? and 68, front contact 69 01" relay 0, wire '59. back Contact 71 of relay N, wire 72, front point of contact 73 of relay P,-wires 74s and 75, contact l952 of device R, wire 65, magnet valve M and wire 31 back 00 battery L. If the speed of the vehicle exceeds 75 miles per hour this circuit is broken at contact l952 o1 device R and the brakes will be appliec. The circuit just traced is provided irith a branch which passes from wire i l, through lamp 76 and wires 11?, 43 and 31 back to battery L. It follows that when this lamp is lighted it informs the operator of the vehicle that if he exceeds '75 miles per hour, the brakes will be applied.

ene

I will next assume that the speed of the vehicle is below 60 miles per hour and that the section occupied by the vehicle is being supplied with code 10. Under these conditions relay 0 is tie-energized and relays N and P 'zed, and a circuit is closed over nt passes from battery L, through ntcontact of -Jzy wire 59, back p0: of contact 60 of relay 0, wire 77, front point of contact 3 18 of relay N, wires '4' 9 i- 80, contact e9 53 of device R, wire 65, let valve ill, and wire 31 backto battery. 1e vehicle exceeds a speed 01 60 miles per i 1' these conditions the brakes will i d by the opening ot' cont-act 49-53 L A branch i provided for the 'tjust-traced which passes from wire 7 9, through lampa1 and wircs 117 and 1-3 back lamp 81 therefore remains igzhtcd as long; as the vehicle receives code 10.

I will next assume that the speed'of the vehicle is below miles per hourand that the vehicle is receiving code 9. Under these conditions relay l? is de-energized and relays N and O are energized. A circuit is therefore closed over which current passes from battery L, through wires 34 and 67, front contact 82 of relay N, wire 83, back contact 84 of'relay P, wire 85, front point of contact 86 of O, wires 87 and 88, contact 49-54 of device R, wire 65, magnet valve M, and wire 31 back to battery L. his circuit is provided with a branch from wire 8. through lamp 89 and wires 117 and 13 back to wire 31. If the vehicle speed exceeds 50 miles per hour, thebrakes will be applied by the openof contact 495l of device R but lamp 89 burns continuously as long as the vehicle is supplied with code 9.

If relays N and O are both de-energized and relay P is energized, as when the vehicle is receiving code 13, and if the speed of the train is below 40 miles per hour, magnet valve M is energized over the following circuit: from, battery L, through wire 34, front contact 58 of relay P, wire 59, back point of contact of relay 0, wire 7 7 back point of contact 7 8 of relay N, wires 90 and 91, contact 4955 of device B, wire 65, magnet valve M, and wire 31 back to battery L. If the vehicle exceeds a speed of 10 miles per hour, however, this circuit is broken and the brakes are applied. A branch for the circuit just traced, passes from wire 90, through lamp 92 and wires 117 and 43 back to wire 31. This lamp 92 is therefore energized as long as the vehicle receives code 13.

Another circuit for magnet valve M passes from battery L, through wires 34, 67 and 68, front contact 69 of relay 0, wire 7 0, back contact 71 of relay N, wire 72, back point of contact 73 of relay P, wires 9 1 and 95, contact l956 of device R, Wire 65, magnet valve M, and wire 31 back to battery L. A branch for this circuit passes from wire 94:, through \YlliCll c lamp 96 and wires 117 and 43, back to wire 31. This circuit for magnet valve M is closed only when the speed of the vehicle is below 30 miles per hour, and relays N and P are de-energized and relay 0 is energized, as when the train is receiving code 11, but lamp 96 is continuously energized as long as the vehicle receives code 11 and irrespective of the vehicle speed. 1 o

If the vehicle is not proceeding at a speed in excess of 20 miles per hour and is receiving code 8, the circuitfor magnet valve M may be traced from battery L, through wires 34 and 67, front contact 82 of relay N, wire 83, back contact'84 of relay P, wire 85, back point of contact 86 of relay 0, wires 97 and 98. contact 49 57 of device R, wire 65, magnetvalve M, and wire 31 back to battery L. If the speed of the vehicle exceeds 20 miles per hour, the opening'of contact 4l-957 of device R de-energizes magnet valve M and applies the brakes. The circuit thus traced is provided with a branch passing from wire 97, through lamp 99 and wires 117 and 4:3 baclt to wire '31, The lamp 99 therefore burns as long as the train receives-code 8.

lVhen the portion of track occupied by the vehicle is continuously supplied with altern'ating currentrelay K is continuously energized and motor element 26 is de-energized. When, however, the portion of track occupied by the vehicle is supplied continuously with direct'current or if the supply of cur rent is discontinued, relay K is continuously d e-energized andmotor'element 26 of device X is constantly energized. In either case however, all contacts 27 28,. 27-29, and 2730-of device X will be open. Relays N, O and P will, therefore, all be de-energized, all the indicators will be extinguished, and the brakes will be applied irrespective of the speed of the vehicle.

Each of theindicators 66, 81, 92, 76, 96, 89 and 99 may be provided with a suitable index,.as a ground glass cover bearing a suitable legend, or by coloring the cover glass with a distinctive color, to inform the operator of the train as to the meaning of any particular indicator.

Although I have particularly described certain speeds and referred to them arbitrarily, it should be pointed outthat these particular speeds are not essential.

It is not necessary to carry each of the circuits through the speed governing device R and the magnet valve M, but some may be utilized only to light indicators for the purpose of informing the operator of the vehicle concerning traflic conditions in advance or for transmitting special intelligence of any form from the trackway to a moving vehicle.

If suflicient indications can not be trans mitted with the seven possible codes here shown, additional slow-releasing relays similarto" relays N, O;- and .P: may vbe:added,%eachrelay beingcontrolled by a' separate contact on device1X. For example, by adding a fourth relay, fifteen separate andidistinct indications maybe used, with five slow-releasing relays, thirty-one indications, and so on.

Although I have herein shown and de scribedonly one form and arrangement of railwaytraifio controlling apparatus embodying my invention, it -is understood that various changes and modifications may beniade therein within the scope of the-appended claims without departing fromthe spiritand scope of my invention.

I-Iaving'thus described I claim is: V

1. Railway traflic controlling apparatus c'omprisingmeans for supplying the trackway with impulses spaced by time intervals of whichadjacent time intervalsare ofdifferent lengths, and train-carried governing means comprisingtime-measuring means responsive-tothe lengths of such intervals.

2. Railway trafiic controlling apparatus comprising means for supplying the trackway with-different codes one of which comprises energy impulses spacedby equal, time myinvention, what intervals, and another of which comprises comprising means for supplying the track way with impulses spaced bytime intervals adjacent time intervals being of difierent lengths, a first slow releasing relay energized at the expiration-of such interval of one length, a second slow releasing relay energized at the expiration of such interval ofa different length, and trafiic governing-means controlled by said relays. i

5. Railway 'traflic controlling apparatus comprising-means for supplying the trackway with code signals made up of-groups of impulses each group being separated from the-precedinggroup by -a time interval, time measuring means selectively responsive to the lengths of -said intervals,speed measuring means on a -vehicle, and traffic governing means controlled bye said time measuring means-and-said "speed measuring means.

6, (Rail-way .tralfic' cont-rolling: apparatus comprising means for supplying'the trackway with code signals made up of groups of impulses, each group being separated from the precedinggroup by a time interval, a plurality of-slow releasing relays, means for energizing any relay or combination of relays in accordance with the lengths of such time intervals, and traflic governing means controlled by said slow releasing relays.

7. Railway traffic controlling apparatus comprising means for supplying the trackway with code signals made up of groups of impulses, each group being separated from the preceding group by a time interval, a plurality of slow releasing relays, means for energizing only predetermined ones of such relays in accordance with the lengths of such intervals, and traffic governing means controlled by said relays.

8. In combination, time measuring means on a vehicle comprising a plurality of contact-s, means in the trackway for repeatedly closing any one of said contacts, or for repeatedly closing any combination of said contacts in order, a slow releasing relay controlled by each said contact, and traific governing means controlled by said relays.

9. Railway traflic controlling apparatus comprising means for supplying the trackway with code signals made up of groups of impulses, each group being separated from the preceding group by a time interval, a vehicle carried relay energized by said groups of impulses but (tie-energized during said time intervals, a contact on said relay closed only for a brief instant adjacent the middle of each stroke of said relay, time measuring means controlled by said relay, slow releasing relays controlled by said first'relay and by said time measuring means, and traffic governing means controlled by said slow releasing relays.

10. Railway trafic controlling apparatus comprising a plurality of contacts on a railway vehicle, means including a time measuring device on the vehicle and timed impulse transmitting apparatus in the trackway for selectively closingone or more of said contacts, and governing mechanism on the vehicle controlled by said contacts.

11. Railway traffic controlling apparatus comprising a plurality of contacts on a railway vehicle, selecting means on the vehicle for selectively closing any one or more of said contacts, code impulse transmitting means in the trackway for causing operation of said selectingmeans, and governing mechanism on the vehicle' controlled by said contacts.

12. Railwaytraihc controlling apparatus comprising a'plurality of groups of contacts on a railway vehicle, time measuring selecting means on the vehicle for selectively closing the contacts of any group or any combination of groups, code impulse transmitting means'in the trackway for causing operation of said selecting means, and governing mechanism on the vehicle controlled by said contacts.

13. Railway traffic controlling apparatus comprising a stretch of railway track, means for selectively supplying said stretch with a plurality of impulse codes, a plurality of groups of contacts on a railway vehicle, selecting means on the vehicle including time measuring means arranged to close the coin tacts in any group or combination of groups in accordance with'the code supplied to the trackway, and governing means on the vehicle controlled by said contacts.

14:. Railway tra'liic controlling apparatus comprising three relays on a railway vehicle, time measuring selecting means on the vehicle for operating any relay or combination of relays, code impulse transmitting means in the tracltway for controlling said selecting means, and governing mechanism on the vehicle controlled by said relays.

15. Railway tra'nc controlling apparatus comprising three relays on a railway vehicle, time measuring selecting means on the vehicle for operating any relay or combination of relays, code impulse transmitting means in the trackway for controlling said selecting means, speed responsive means on the vehicle, and governing mechanism on the vehicle controlled by said speed responsive means and by said relays.

16. Railway traflic controlling apparatus comprising three relays on a railway vehicle, selecting means on the vehicle for operating any relay or combination of relays, code impulse transmitting means in the trackway for controlling said selecting means, speed responsive means on the vehicle, and brake applying apparatus on the vehicle controlled by said speed responsive means and by said relays.

17 Railway trafiic controlling apparatus comprising three relays on a railway vehicle, I

selecting means on the vehicle for operating any relay or combination of relays,.code impulse transmitting means in the trackway for controlling said selecting means, speed responsive means on the vehicle, and brake applying apparatus on the vehicle controlled by said speed responsive means and by said relays, and indicators controlled only by said relays.

18. In combination, time measuring means on a vehicle comprising a plurality of contacts, means in the trackway for operating said time measuring means to repeatedly close any one of said contacts or to repeatedly close any combination of said contacts in order, and traliic governing mechanism controlled by said contacts.

19. In combination, time measuring means on a vehicle, means located in the trackway for causing repeated operation of said time measuring means, consecutive operations beigis eeeo ing for the same lengths of time or for ditierent lengths or time accord ng to traflic conditions, and 'trfie governing mechanism controlled by said time measuring means.

20. Railway trarlic controlling appaatus comprising time'measuring means having a plurality of contacts, trackway means for opera-ti said time measuring means to re peatedly close any one of said contacts or to repeatedly close any combination of said con tacts oruer, and trailic governing mechanism controlled by said contacts.

21. "Railway traflic controlling apparatus comprising time measuring means, trackway means for causing repeatedoperation of' said time measuring means, consecutive operations'being for the same lengths of time or for dilferent lengths of time according to tr'afiic conditions, and trafiic governing mech anism Controlled by said time measuring means. I

22. Railway traffic controlling apparatus comprising time measuring means having a Bio plurality of contacts, trackway means for operating said time measuring means to re peatedl'y closeany one of said contacts or to repeatedly close any combination of said contacts in succession, slow releasing relays controlled by said contacts, and traffic governing mechanism controlled by said relays.

23. Railway traffic controlling apparatus comprising means for supplying the traclc way with impulses spaced by time intervals of which adjacentintervals are of different lengths, time measuring means selectively responsive to the lengths of such intervals, and trafiic governing mechanism controlled by said time measuring means.

24. Railway traffic controlling apparatus comprising means for supplying the trackway with different codes one of which comprises energy impulses spaced by equal time intervals, and another of which comprises energy impulses spaced by time intervals of which adjacent intervals are unequal, time measuring means selectively responsive to the lengths of such intervals, and traflic governing mechanism controlled by said time measuring means.

25. Railway traffic controlling apparatus comprising a plurality of contacts, time measuring means for selectively operating any one of said contacts or any combination of said contacts, code impulse transmitting means in the traokway for causing operation of said time measuring means, and traffic governing mechanism controlled by said contacts.

26. A railway signaling system including a stretch of track, means for connecting electrical energy intermittently across the track rails at suitably spaced points, said means operating to connect energy at said points asynchronously, and signaling means for said stretch responsive to said energy.

27. In an automatic train control system,

r ty of continuously driven traclrway comtinuously driven trackway commutator for connecting energy from a wayside source to the track rails and interrupting said energy at a recurrent series of time-spaced intervals of predetern'iined succession, cancarried means for inductively receiving said energy from the track ails, and rotary car-carried apparatus responsive to said interruptions in said energy, said cancarried apparatus being periodically synchronized with said trackway commutator.

28. In an automatic train control system, means for communicating influences corresponding to traffic conditions from the trackway to a moving vehicle comprising a plumutators for connecting electrical energy to the track rails and interrupting said energy at ,recurrent pre-arranged time intervals, said intervals beingdifferently arranged onsaid differentcommutators in ac cordance'with traffic conditions ahead, trackway means for selectively connecting said commutators tointerrupt said energy in accordance with traffic conditions, cancarried means for inductivelyreceiving said electrical energy from the track rails, and rotary car-carried apparatus responsive to said interruptions insaid energy for indicating said traffic conditions ahead on the vehicle.

29. In an'jautomatic train control system,

means for communicating influences corresponding to traffic conditions'froin the tract- Way toa moving vehlcle comprismg track- .way apparatus for impressing electrical energy'fon trackway conducting means and interrupting said energy atrecurrentintervals, said'intervals being spaced ina definite prearrangedmanne'r, car-carriedm e'ans for inductively receiving jsaidenergy, and carcarried apparatus responsive'to said interruptions'of said'energy, said car-carried apparatus being operated synchronously with said traclrway apparatus. 7 Y i '30. Inan automatic train control'system, means for communicating influences corresponding to traffic oonditions fromthe tracln way to a moving vehicle comprising trackway apparatus for impressing alternating current on the track rails and for r currently interrupting said alternating current: at a pre-arranged series of time-spaced intervals, said series of intervals being controlled in accordance with traffic conditions ahead, carcarried means "for inductively receiving said alternating current and car-carried apparatus for responding to said interruptions in said current and. actuatingindicatingmeans in accordance with traflic conditions ahead as represented said interruptions.

31. Af ehivle s t el system mpi fi s. a plurality of" contaotson a vehicle means inloo is measuring device on the ve- -l t med impulse transmittin apndu-tivey influencing said device L i r y closing one or more of said indicating devices on the vectirely controlled by said contacts. *ehicie control system comprising,

a vehicle, time measuring selecting means 9 the vehicle for operating any rela or cou'ibination of relays, code impulse transmitting means for inductively controllin said selecting means, and indicating r .chanisn'i on the vehicle controlled by said relays.

33. A vehicle control system comprising time measuring selecting means on the vehicle including a plurality of contacts, timed code transmitting means for inductively influencing said selecting means to cause operation thereof to close repeatedly any one of said contacts or combination of said con tacts, and indicating devices on the vehicle selectively controlled by said contacts.

34:. A vehicle control system comprising, a conductor, means for energizing said conductor with alternating current impulses arranged in different codes, one code comprising impulses spaced by equal time intervals, another code comprising impulses spaced by time intervals of which adjacent intervals are unequal, time measuring means on the vehicle inductively influenced by the energization of said conductor and including contacts selectively closed in response to said codes, and indicating devices on the vehicle controlled by said contacts.

35. In combination with the rails of a railway track, a rotating electric motor, a plurality of circuit controllers opera-ted thereby, the rate of operation of each circuit controller being different from the rate of opera tion of each of the other circuit controllers, and means for supplying alternating train governing currentto said track rails through any selected one of said circuit controllers.

36. in combination with the rails of a railway track, a rotating electric motor, a plurality of circuit controllers operated by said motor and each periodically closed while the motor is in operation, the periodicity of each circuit controller being different from that of each of the other circuit controllers, and means for supplying alternating train governing current to said track rails through any selected one of said circuit controllers.

37. In combination with the rails of a railway track, a rotating electric motor, a plurality of drums operated by said motor and all rotating at the same speed, each drum constituting an element of a circuit controller which is periodically closed while the drum is in operation, and the periodicity of each circuit controller being different from that of each of the other circuit controllers, and means for supplying alternating train governing current to said track rails through any selected one of said circuit controllers.

38. In coi'nbination with the rails of a railway tra'clr, rotating electric motor, a plurality of drums operated by said motor and all rotating at the same speed, a circuit controller associated with each drum and pefodically closed while the drum is rotating, 1 periodicity of each circuit controller bedifi'erent from that or each or" the other l'cuit controllers, and meansf-or supplying ernating train 'overning current to said 11 ch rails through any selected one of said circuit controllers,

39. In combination with the rails of a railway track, a rotating electric motor, a plurality of drums all rotated at the same speed by said motor and each drum having a dif- .terent number of projections, a circuit conassociated with each drum and closed as many times during a revolution of the drum as there are projections on the drum, and means "for supplying alternating train governing current to said track rails through any selected one of said circuit controllers.

In testimony whereof I aflix my signature.

HERBERT A. WALLACE.

troller 

